Gas and fume eliminator for internal combustion engines



March 3l, 1936.

J. H. VANDER VEER 2,035,775 GAS AND FUME ELIMINATOR FOR INTERNALCOMBUSTION ENGINES Filed March 18, 1933 3 Sheets-SheetA 1 l BYATTORNEY5- March 31, 1936 J, H, VANDER VEEH 2,35,7'5

GAS AND FUME ELIMINATOR FOR INTERNAL COMBUSTIOIJ ENGINES Filed March 18,1933 3 Sheets-Sheet 2 NVENTOR John H- Va-H0121' Veer- ATTORNEYS INESMarch 31, 1936. J. H. VANDER VEER GAS AND FUME ELIMINATOR FOR INTERNALCOMBUSTION ENG Filed March 18*l y1933 3 Sheets-Sheet 3 l J. :Mi

No Insula-Mnh Patented Mar. 31, 1936 UNITED STATES GAS AND FUMEELIDIINATGR- FOR INTER- NAL COMBUSTION ENGINES John Il. Vander Veer,Westfield, N. J., assignor to National Pneumatic Company, New York, N.Y., a corporation of West Virginia Application March 18, 1933, SerialNo. 661,514

28 Claims.

This invention relates to apparatus associated with the intake manifoldof an internal combustion engine as applied particularly to motorvehicles for automatic operation, with a view to eliminating theformation of gas and fumes and their ejection from the exhaust manifoldof such vehicles during periods of deceleration thereof when the engineis idling.

A particular object of the invention is to eliminate the production ofobnoxious gases and fumes during the deceleration of motor vehicles andto effect economy in the operation of such vehicles by saving in bothgasoline and oil.

Another object of this invention is to provide an apparatus forautomatically introducing fresh air into the intake manifold of internalcombustion engines of motor vehicles during periods of deceleration ofthe engine with the throttle in idling position.

These and many other objects, as will appear from the followingdisclosure, are secured by means of the apparatus disclosed in detail inthe following specification and defined in the appended claims. t

This invention resides substantially in the combination, construction,arrangementand relative location of parts, as will be more fullydescribed hereinafter.

Referring tothe drawings- Figure 1' is a diagrammatic view with someparts in cross section of the apparatus of this invention;

Fig. 2 is a diagrammatic view showing the relative areas involved in therelief valve;

Fig. 3 is a diagrammatic view, with some parts in cross section, of amodied form of the invention employing a plurality of relief valves inthe intake manifold;

Fig. 4 is a plan view of a thermostatic switch employed with theinvention;

Fig. 5 is a diagrammatic view, with some parts in cross section, of astill further modified form of the invention which is entirelypneumatic;

Fig. 6 is a still further modification, diagrammatically illustrated, ofa full electrical form of the device;

Fig. 'l is a diagrammatic view, with some parts in cross section, of aportion of theapparatus in modiiied form employing superatmosphericpressure;

Fig. 8 is a cross sectional view taken on the line 8- 8 of Fig. '1;

Fig. 9 is an elevational view of the accelerator pedal operated switch;

Fig. 10 is an edge elevationa'. view of this switch with the upperportion in cross section on the line lli-l0 of Fig. 9; and

Fig. 11 is a vertical cross sectional view through a modified form ofpoppet valve.

In the operation of large motor vehicles propelled by internalcombustion engines employing gasoline or a similar fluid fuel', smokeand obnoxious fumes are ejected from the engine exhaust during periodsof engine deceleration and/or during periods of engine overrunning wherethe engine is propelled at higher than idling speeds by the vehicle.

The quantity of fumes and smoke produced under these conditions is ofsuch proportions that their elimination is highly desirable, especiallyWhere the vehicle operates in congested urban districts. These fumes andsmokey are ejected from engines in good condition. In other words, eventhough the engine itself be in good working condition the production oflarge quantities of smoke and fumes, under the above noted condition, isaninherent result. Smoke and less obnoxious fumes may be ejected fromthe exhaust of an internal combustion engine because of worn pistonrings or poor carbureter adjustment but these are readily controlled,whereas the smoke and fumes which are ejected from enginesandcarbureters in good condition can only be eliminated successfully by theinvention herein described.

In accordance with this invention in order to successfully eliminate theejection of obnoxious fumes and smoke it is necessary- (a) To introduceinto the cylinders of the engine during periods of deceleration and/oroverrunning of the engine approximately the maximum amount ofatmospheric air or its equivelent permitted by the limiting sectionalarea of the intake manifold, I

(b) 'I'hat this introduction of air be made close to the enginecylinder, and particularly between the carbureter riser and thecylinders,

(c) That this introduction of air be made on any appreciabledeceleration of the engine, even though such deceleration is produced byonly a partial movement of the engine throttle towards its idlingposition, and

(d) That this introduction of air also be made whenever, with the enginethrottle in idling position, the speed of the engine is materiallyhigher than idling speed.

In meeting the above conditions in the application of the presentinvention the following additional considerations must be met:

(a) There must be no flow or leakage of air into the engine cylinders asa result of the use of this invention, except the air deliberatelyintroduced during. periodsof deceleration 'and/or overrunning, for suchflow or leakage with the adjustment of the carbureter idling jet madenecessary thereby, results in a higher idling speed of the engine,making gear shifting dimders must stop when the speed of the enginefalls to a speed slightly higher than idling speed, for

; if it did not stop it would be impossible to idle A the engine.

.In orderthat air maybe lintroduced into the intake manifold as close tothe engine cylinders i as possible, this inventionprovides that theintroduction of air be made at or as near as possible to each pointwhere the intake manifold enters the valve structure of the engine.

The foregoing requirements are met by the' i provisionof one or morevalves so connected to the air which passes through these ports is firstwarmed by the exhaust manifold of the engine. Pneumatic means areprovided for the operation of the valves byliuid pressure below or aboveatmospheric pressure. Electromagnetic means are also provided for thecontrol of the uid pressure. The electromagnetic means is automaticallycontrolled by f (a) The generated electromotive force of -the enginedriven generator when the generator is disconnected from the vehiclestorage battery by the usual generator cutout,

(b) A switch operable by the engine throttle and responsive to anyappreciable movement of the throttle towards its idling position toestablish a connection between the engine driven generator and theelectropneurnatic means whereby that means willv be operated to op'enthe air valve, provided the' generated electromotive force of the enginedriven generator is suiciently above that of idling speed to operatesaid electromagnetic means and also responsive to any appreciablemovement of the throttle towards full open throttle to interrupt thecircuit with the electromagnetic means, and

(c) A thermo switch operable b y the heat of the exhaust manifold 'tohold interrupted the circuit to the electromagnetic means until theexhaust manifold has warmed up.

Means is also provided for adjusting the electropneumatic means so thatoperation thereof 'to close the air valves may be made to take place atthose values of the engine driven generators electromotive force whichhave been predeter- 'mined by adjustment.

engines speed, it is apparent that the portion of the electropneumaticcontrol means, which is dependent upon the engine driven generatorselectromotive force, is dependent upon the engines speed.

This invention is also of such nature that a plurality of air valves forcontrolling the admission of air to the intake manifold of the enginemay be simultaneously operated or controlled by a singleelectropneurnatic control means.

A detailed description of several forms of the invention will now begiven in connection with the attached drawings. At I is diagrammaticallyillustrated an internal combustion engine of the usual type employing acrank shaft 2 which is connected by the piston rod 3 kto the piston 4,only oneof which is illustrated. At 5 is diagrammatically illustratedthe generator which is driven by the engine by means of the belt orchain 6. One terminal of the generator is grounded on the engine frameby means of the wire l, as is usual. 'Ihe other terminal of thisgenerator is connected to one terminal of the solenoid winding 9 of thegenerator cutout, the

other terminal of which is grounded.

At I0 is the core o f this solenoid upon which is mounted a secondsolenoid winding I2 connected by wire II to wire 8 and by wire I3 to thelever arm I4 which is pivotally mounted at I5. A coiled spring I8normally holds the arm I4 against the stop and out of engagement with aflxed contact which is connected by wire I'I to one terminal of-theammeter I8. The other terminal of this ammeter is connected by wire I9tothe storage batery 28 which is grounded. This mechanism comprises theusual generator cutout which normally completes the circuit from thegenerator to the battery by the energization of winding 9. However whenthe back electromotive force of the storage battery equals the generatedelectromotive force of the generator 5 the ux produced by coil I2suiciently neutralizes the ilux of coil 9 so that spring I6 may retractarm I4 and break the circuit to the storage battery.

At 2| is the exhaust manifold of the engine and at 22 is one of theexhaust valves. The intake manifold of the engine is shown at 23 and oneof the intake valves is shown at 24. The carbureter'riser 25 isconnected to the intake manifold and at 26 is shown the throttle valveof the carbureter. A short lever 21 operatively connects the throttlevalve to the link 28, which in turn is pivotally connected to theaccelerator pedal 29 held normally .in throttle closed position by meansof the spring 30.

At 3| is the fuel feed pipe of the carbureter which, of course, connectsto the usual fuel tank not shown. At 32 is an air lter through which theair passing to the carbureter travels.

At |04 is diagrammatically disclosed a switch which is operated by theaccelerator pedal through the agency of the connecting link 34. A fixedspring nger III is positioned to engage a movable contact mounted on theswitch. This spring finger is connected by wire 35 to wire 8. Thecontact on the movable disc is connected by wire 31 to one terminal ofthe solenoid winding 38 which is grounded. At 39 is a magnetizable corefor the solenoid which has pivotally mounted thereon a lever or armature48. Passing through the core is a rod for plunger 43 which has securedwhich provides the seat for valve'disc 45. A

spring 41 is interposed between valve disc 45 and the casing andnormally holds valve ydisc 45 seated and valve disc 44 unseated. At 4|and 42 are adjustable thumb screws by means of which the air gap betweenthe magnetizable core 39 and the armature 40 may be adjusted so as topredetermine by this adjustment the strength of current flowing throughthe solenoid and thus the electromotive force thereon, at which spring41 will overcome the pull of core 39 upon armature` to cause valve disc45 to seat and valve disc 44 to unseat.

At 48 is the valve casing of the relief valve through which air atatmospheric pressure is introduced into the intake manifold. This casingis connected by a pipe or conduit 52 to the intake manifold 23. Withinthe valve casing 48 is a plunger or piston 50 Which has formed thereon acentral extension of reduced diameter which is provided with a valvedisc 5| cooperating with a seat in the casing. The valve is shownclosed'in.

Fig. l. An air inlet port for the casing is provided with a hooded pipe49 positioned with its air intake end adjacent to the exhaust manifoldso that the air entering the valve casing will be drawn over the heatedexhaust manifold to heat it. The inlet port into the casing opens, atleast in part,as will be apparent from Fig. l, below the plunger orpiston 50. In other words, the lower face of the plunger 50 is exposedto atmospheric pressure. Casing 48 is connected by pipe 53 togcasing 46above valve disc 45. The intake manifold 23 is connected by pipe 54 tocasing 46 below Valve disc 45.

Before describing the operation of this apparatus reference is made toFigs. 9 and 10 in which is disclosed in full detail the acceleratorpedal operated switch which controls th'e circuit to the electromagnetvalve. This switch comprises a bracket |00 constructed so that it may beattached to some suitable support. Mounted on this bracket is a bolt |0|which threadedly engages the bracket and may be locked in longitudinaladjusted position-by means of the lock nut |02. Freely and rotativelymounted on the bolt are the driving and driven members |06 and |04,respectively. The driving member |06 may be of metal but the drivenmember |04 is made of some suitable insulating material, such as fibrefor example. Interposed between the member |04 and the bracket |00 is aball race |05. A small ball race |01 is mounted on the outside of thedriving member |06 and a compression spring |08 lies between it and thehead |03 of the bolt. The driving member is connected by the adjustablerod |09 to the link 34 which, in turn, is connected to the acceleratorpedal 29. The driven member |04' is operated solely by the frictionalforces between it and the driving member. These forces may be varied byaxially adjusting the bolt 20| to vary the pressure on spring |08. Thebracket |00 is provided with an opening, as shown in Fig. 9, between thesides of which oscillates the lug ||2 secured to the driven member by abolt and nut I|5 and IIS. The lug I|2 limits the swinging movement ofthe driven member. Mounted on the bracket is an arm I0 oi insulatingmaterial which supports the spring contact nger I|| opposite the lowerface of the driven member. A cooperating contact II'I is mounted on thedriven member so as `to be in the path of the contact nger The contactII'I is electrically connected to the metal washer |I4 held in place bybolt ||5 and nut IIB. Mounted on one face of the driving member, asshown in Fig. 9, is a lug l I 9 positioned to engage the shoulder I I8formed on the driven member.

When the accelerator pedal is in released position, as shown in Fig. 1,the parts of this switch will be in the position shown in Fig. 9. Assoon as the accelerator pedal is depressed the driving member moves in acounterclockwise direction and moves with it the driven member throughthe frictional engagement therebetween. This moves contact II1 out ofengagement with contact nger I I I and breaks the circuit to the magnetvalve. Continued and further depression of the accelerator pedal willcausev the driven member to swing until the lug II2 assumes the dottedpositionA |I2', Fig. 9. The driven member can then move no further butthe driving member may move as far as necessary to accomplish the openposition of the throttle. As soon as the accelerator pedal is releasedthe initial movement of the driving member back to normal position willcause the driven member to move to the full line position shown in Fig.9, thereby closing the circuit to the magnet valve. The parts are soadjusted that when the throttle is in idling position lug ||9 willengage the shoulder ||8 of the driven member insuring that the switchparts will be held in the position shown in Fig. 9 with contact I il inengagement with spring finger II It will be noted from Fig. 2 that theplunger 50 and valve 5| provide three diiferent areas. Area 50represents the total area of the piston, as for example the area of itsupper surface. The area 5I represents the area of the valve disc andarea 55 represents the difference between areas 50 and 5|. These areasare so proportioned that the operation of the entire valve is governedby the relative pressures on the areas 50, 5I and 55.

When the valve is seated it is subjected to the pressure belowatmospheric pressure on the area 5|. This is apparent because of coursea vacuum condition exists in the intake manifold with the enginerunning. Area 50 is exposed to atmospheric pressure through pipe 53since valve disc 44 is unseated. The differential area 55 is likewiseexposed to atmospheric pressure. Under operating conditions obviouslythe valve will be firmly seated since the pressure on its upper surfaceis greater than the total pressure on its lower surface. Of course whenthe engine is not running the valve will remain seated by its ownweight, though in those applications where it is necessary to mount thisvalve on its side, or upside down, a light spring may be used to urgethe valve towards its seat when the engine is not running. In the formof valve shown in Fig. l1 the valve is drawn to its seat by the suctionof the intake manifold when the plunger has partially reduced the areaof the inlet ports.

When the engine is operating and the vehicle is in motion, and theoperator partially or wholly releases the accelerator pedal the iirstmovement of it will cause the driving member of the accelerator operatedswitch to move the driven member sufliciently to make the circuit inwhich it is included. In other words, a small move-Y unseats valve disc45. The upper part of valve casing 48 will then be directly connected tothe `intake manifold 23 and the vacuum condition therein, acting throughpipes 54 and 53, will reduce the pressure on the upper surface' ofplunger 58 in valve casing48 below atmospheric pressure, with the resultthat atmospheric pressure operating on area 55 on the under surface ofthe plunger 56 will raise it, unseating valve disc 5|. f

Air at atmospheric pressure will then be drawn into the intake manifoldthrough the funnel shaped conduit 49. 'Ihis air will be heated as it isforced to flow over the exhaust manifold in reaching the funnel 49. Thusheated, air enters the intake manifold 23 in quantities limited only bythe cross sectional area of the passage leading to the intake manifoldwhich, in best practice, shouldY not be of more constricted crosssectional area than that of the intake manifold. The

cylinders of the engine will, therefore, be sup plied with largequantities of fresh air and the proportion of fuel, if any, which ismixed with this air will beso small .that an explosive mixture will notform. The result is that the engine, in effect, will be pumpingsubstantially fresh air and no fumes or smoke will form and bedischarged.

The predetermined speed above which these operations will occur, will inpart-depend upon the adjustable air gap between the magnetizable core 39and the armature 40. 'This air gap may be adjusted by means of thescrews 4| and 42 so that the magnet valve will not be operated unlessthe engine is operating above a predetermined speed and, as a result,the generator is supplying a current thereto above a correspondingpredetermined Value. This adjustment will of course take in therelationship between the various pressures on valve discs 44 and 45, andthe pressure exerted by spring 41.

T'hese various forces are so proportioned in relationship to the air gapadjustment that with the circuit to the magnet valve completed themagnet valve will only seat valve 44 and unseat valve 45 if the engineis operating at a speed above a. predetermined value. If the speed ofthe engine is below this value the magnet Valve will not operate and therelief valve 5| will not Open- Assuming that the relief valve 5| hasopened, as the engine slows down the generated ,electromotive force ofthe generator 5 falls 01T, so that when it lapproximates the backelectromotive force of the storage battery 2U the generator cut outmechanism will operate to disconnect the battery from the generator. Theimportant feature of this operation is that the generated electromotiveforce, which is then supplied to the magnet valve only, becomessubstantially directly proportional to the engine speed, with the resultthat the magnet valve will be directly controlled by the generatedelectromotive force which is directly proportional to the engine speed.Hence, as the speed of the engine falls to a second predetermined valuelower than the above discussed predetermined value, the magnet of themagnet valve will finally become Lso weakly magnetized withA respect tothe strength ofV spring 41 that the spring will seat valve disc 45 andunseat valve disc 44, disconnecting valve casing 48 from the intakemanifold and connecting itto atmospheric pressure.

As a result, valve disc 5| will seat closing the fresh air supplyconnection to the intake manifold. The relief valve closes because whenthe 5 upper area of the valve plunger is subjected to atmosphericpressure, the pressures on the valve plunger are balanced. Then theweight of the plunger will cause it to fall, in which it starts to closethe inlet port, and the suction of 10 the intake manifold upon the airdrawn through this restricted port produces a reduced pressure under thevalve plunger so that the higher pressure on the top of the valveplunger will cause the valve to quickly and firmly seat.- The conl5ditions under which the relief valve closes, or in other words thepredetermined speed of the engine below which the magnet valve closes ispreferably selected so that when the intake manifold is sealed theengine will be operating slightly above idling speed so that it canquickly pick up and again become operative without stalllng.-

If, when the accelerator pedal is released, the

engine is operating below the first of the above 25 discussedpredetermined speeds the magnet valve will not operate and, of course,the relief. valve will not open.

. Best results 'are secured when the fresh air introduced into thecylinders is introduced as close as possible to the intake valvesthemselves. As shown, the relief valve is between the carbureter and theintake valves so that little or no fuel is drawn into the cylinders whenthe relief valve is open. 'Ihis otherwise the innishing air' would drawsome fuel fromthe carbureter, plus that which it can pick up from thewalls of the intake manifold or passage, thereby partially defeating theobject of the invention. 'I'he most ideal position for the relief valvewould be on the inlet valve cas- ,ings, with one suppliedl for eachinlet valve.

Fig. 3 shows an arrangement in which a plurality of relief valves areemployed, or, as illustrated, two relief valves connected to the intakemanifold, one on each side of the carbureter riser. This figure need notbe described in detail since the parts corresponding to those in Fig. lhave been given the same number and appear in substantially the samerelationship and 50 are of substantially the same construction. Withregard to the accelerator operated switch, it Will be noted that asecond spring finger 56 is provided which is interconnected with thespring finger by means of the contact on the switch, Which-is the sameas the arrangement of Fig. 1, with the exception that Wire 31 is notdirectly connected to the contact.

In lircuit with wire 31 is shown a thermostatic switch 51, showndiagranunatlcally, but which 60 is illustrated in detail in Fig. 4. Thisswitch comprises support 58 having a xed contact 59 mounted thereon bywhich the wire 31 is .connected. At 6| is a suitable bimetal elementcomprising two metals of different coefoients of expansion securedtogether so that when 'their temperature is raised the free end thereofon which the contact 68 is mounted will move over to engage the xedcontact 59. The other end 70 of the bimetal elenient is, of course,anchored to the support. This thermostatic switch is then connected bywire 62 to the solenoid winding 38 of the magnet valve which isgrounded. The magnet valve is of substantially the same 7l is importantbecause 35 construction as that shown in Fig. 1. In this case it isconnected by two pipes 53 to the two valve caslngs 48. The operation ofthis mechanism is substantially the same as that previously given indetail in connection with Fig. 1. However, when the magnet valveoperates in this case both valve casings 48 are connected to the intakemanifold, with the result that-both relief valves are raised off theirseats to supply fresh heated air into the intake manifold at two pointspositioned on opposite sides of the carbureter riser. This insures asupply of fresh air to the cylinders in large quantities and at pointsmore remote from the carbureter and nearer the cylinders themselves.

'Ihe thermostatic switch 51 is employed in the circuit to the solenoidso that even if the engine is operating above a predetermined speed andthe circuit is completed through the accelerator switch the magnet valvewill not be operated until the engine has been running sufficiently longto warm up to a point where the thermostatic switch is closed. It willbe noted that this switch is associated with the exhaust manifold so asto be in heat exchange relation therewith. When the engine first startsto run it will, of course, be cold and under these conditions it ispreferable not to supply fresh air to the cylinders even if the engineis overrunning. Hence the circuit to the magnet valve cannot becompleted until the engine has warmed up. Just as the magnet valvecannot operate until the engine has attained a normal operatingtemperature, so it will be prevented from operating if the engine withthe throttle at idling position coolsbelow its normal operatingtemperature as it might easily do, for example in running down a longhill and being supplied with large quantities of -fresh air. As itstemperature drops below its normal operating temperature thethermostatic switch will open and the relief valves will close.` It isof course apparent that the thermostatic switch may be associated withany other part of the engine, such as the engine block, the coolingwater system, and the like, the essential requirement being that itcontrol the magnet valve circuit so that the magnet valve cannot beoperated reaches or approaches a normal operating temperature.

Fig. 5 illustrates a fully pneumatic system in which the electromagnetvalve has been eliminated and a centrifugal governor operated valve isemployed which is driven from the engine and is operated in proportionto the speed thereof. At 2| is the exhaust manifold and at 23 is theintake manifold. Mounted on the intake manifold, as before, is therelief valve casing 48 provided with the air inlet having the funnelshaped end 49 associated with the exhaust manifold. Instead of theacceleratorpedal operated switch there is supplied a valve'whichcomprises the driving member 64 operated by the link 34 which connectsthe accelerator pedal. The driving `member frictionally engages a drivenmember a flexible hose or tube 69' with a pipe 61 which extends to thecasing 68 of a thermostatic valve positioned in heat exchange relationwith the exhaust manifold. The bimetal element 69 con trols a valve discor its equivalent 10 which'is positioned to close the end of the pipe 1|projecting into the casing. Pipe 1| is in turn connected to that portionof casing 12 above valve operate with the passage 66.

until the engine y disc 14. 'Ihe driven member 65 cooperates with a seathaving a passage 86 opening into the atmosphere. A pipe 54 connects` theintake manifold 23 with a port in the seat position to co- 'I'he drivenmember is provided with lugs 65 and 66v which cooperate with the valveseat block to limit the movement thereof. also provided with a lug 61'positioned to engage a shoulder or lug 68 on the driving member. Whenthe accelerator pedal is released the driving member 64 operates thedriven member to the position shown in Fig. 5.

In this figure both members are shown in the limit of position in onedirection. When the accelerator pedal is depressed the driving memberrotates in a counterclockwise direction and by its frictional engagementwith the driven member rotates it therewith unless lug 65' engages theseat block and stops it, at which time pipe 61 is connected to theatmosphere through passages 66 and 86. The valve casing 12 is providedwith opposed seats which are controlled by the valve discs 14 and 15. Acompression spring 13 holds the valve disc 14 seated and valve disc 15unseated. A longitudinally adjustable plug 12" is employed to vary thepressure exerted by the spring. In support is mounted movable member 19between which, and the valve disc 15, is mounted a ball bearing member18. The member 19' has a substantially hemispherical lower surfacepositioned to rest between the weighted and pivotally mounted arms 8 I.When the device is at rest these arms rest upon a member 82.

support or casing 80 is rotatably supported in any suitable manner andis connected to shaft 83. This shaft is connected to shaft by a pair ofmiter gears 84. 'Ihe shaft' 85 is rotatably connected to the engine soas to be rotated therewith. There are many ways in which this shaft canbe connected to the engine, similar to the way for example the generatorof Fig. 1 or the pump or distributor is connected in common practice.The lower part of casing 12 between the valve discs 14 and 15 isconnected by pipe 16 to the valve casing 48. The thermostatic valve inthis oase is positioned so that it is normally closed,

In the operation of this apparatus when the accelerator pedal ispartially or wholly released its first movement causes the drivingmember 64 to move the driven member 65 to the position shown in Fig. 5so that pipes 54 and y61 are connected. This connects thermostatic valvecasing 63 with the intake manifold, creating a vacuum condition therein.If the engine is at normal operating temperatures the thermostatic valvewill have opened, with the result that these vacuum conditions aresupplied to the'upper partof valve casing 12, through pipe 1|. If theengine is operating above a predetermined speed casing 80 will berevolving at such a speed that the weighted governor arms 8| will be ina raised position'so as to have caused valve d sc 15 to seat and valvedisc 14 to unseat. The result is that valve casing 48 will then beexposed to the vacuum conditions in the intake manifold through pipe 16.As soon as the engines speed falls below the predetermined speed forwhich the device is adjusted, the weighted governor arms 8| will havefallen to a position wherespring 13 may seat valve disc 14 and unseatvalve disc 15. Valve casing i8 will then be connected to the atmosphereand the relief va1v'e'5i will close, cutting off the supply of fresh airto the intake manifold previously supplied thereto. As soon astheaccelerator pedal is The driven member E5 is.

again depressed the driven member 65 will be moved so that passage 66 isconnected to passage.

86 and atmospheric conditions will be present in the thermostatic valvecasing 66. The driven member of the accelerator valve, like the drivenmember of the accelerator switch, is only given a limited movementwithout interfering with the necessary movement of the driving member toeffect complete operation of the accelerator pedal and hence thecarbureter.

Here, again, the pressures on the various areas, the pressure exerted byspring 13, and the speed of rotation of the governor arms and thesupporting casing are -all proportioned so that the relief valve willopen and close when the engine is above or below a predetermined speed.These conditions are of course controlled by the thermostatic valvewhich opens and closes when the temperature of the engine is at or belowa substantially normally operating temperature.

Fig. 6 discloses a combination electromechani- Y cal modification of thesystem. The manifold relief valve is not shown in Fig. 6 but amature 46which operates the valves 44 and 45 is shown and it should be understoodthat the operation of the relief valve 5i from the armature 49 throughvalves 44-and 45 is as described with Fig. 1. Ihe acceleratorv switch isemployed as before, as well as the thermostatic switch 37. The magnetportion of the magnet valve is shown comprising a core 39 on which thevalve operating armature 40 is pivotally mounted. The solenoid 38, whichen- 'ergizes the core, is connected by wire |10 to wire I9. The otherterminal of the solenoid is connected by wire |69 tothe thermostaticswitch 51. Spring finger il I is connected by wire |61 to ground throughaA variable resistance |66 which in this case comprises a plurality ofcarbon buttons vmounted upon an insulating rod or support |65. At |64 isa member which bears on the lower surface of the carbon buttons andpresses them against a fixed stop |63.

A rotatable casing or support is supplied, as before, in which ismounted the bearing member i9 between which and member |64 is the ballbearing 78. The Weighted governor arms 8| are pivotally mounted on thecasing and rest on the member 82 when the casing is at rest. 'Ihiscasing is revolved through the agency of shaft 83, miter gears 86, andshaft 85, which is operatively connected to the engine. The casing isgrounded as shown. In this case when the accelerator pedal is partiallyor Wholly released the circuit to the solenoid 38 is completed throughthe thermostatic switch, if it is closed (under the conditionspreviously given), through the accelerator switch, and through thecarbon button resistance |66 to ground. If the engine is operating abovea predetermined speed the governor arms will have moved upwardly andexerted a pressure through the members 19, 78, and |64 on the carbonbuttons |66, to reduce the resistance of the circuit to the point Wheresufcient current ows to operate the magnet valve. As the engine slowsdown the pressure on the carbon buttons is reduced to a point where theresistance increases so that the spring of the magnet valve, as before,will return the magnet valve and armature 46 to normal position. Themagnet valve will control the relief valve or valves exactly aspreviously described.

I'he arrangement of Fig. '7v is given to illustrate the fact that thisinvention is not limited to the operation of the relief valve by thesubatmosphei'ic conditions in the intake manifold but may be used in asystem employing uid pressure to operate the relief valve, which isabove atmospheric pressure. 'I'hus in Fig. '1, the magnet valve is shownas in the arrangements of Figs. 1 and 2. It will be connected in circuiteither with or without the thermostatic switch as previously described.In this case a suitable air compressor 92, which may be driven from theengine, is connected by pipe 9| to a fluid pressure storage tank 90.This tank is the equivalent of the intake manifold as employed in thebefore described systems. It is connected by pipe 54 to the magnet valvecasing 46 below the valve disc 45. The upper portion of the casing isconnected by pipe 53 to the relief valve casing 93. Within this casingis a piston 94 having a valve faced to cooperate with a seat formed atthe left hand end of the casing. A second valve disc 96 seats on anotherseat formed. in the casing and is connected by means of the rod 95 tothe valve disc and piston 94. A compression spring 91 is positioned tonormally hold the valve discs in the position shown with valve disc 96seated. 'I'his spring is strong enough to prevent the unseating of valvedisc 96 under the vacuum action of the intake manifold 23. Between thetwo chambers is provided a fresh air inlet which may be provided With ahood 98, as shown in Fig. 8.

In the operation of this apparatus when the current supplied to themagnet valve is sumciently strong (it being remembered that the circuitto the magnet valve having been` completed through the acceleratorswitch and the engine is running above a predetermined speed) valve disc64 will be seated and valve disc 45 will be unseated. The uid pressuresource is then connected to valve casing 93 to supply fluid pressure tothe right hand face of the valve disc and past the piston, and themovement of the piston 94 also causes the unseating of the valve disc96, and as a result fresh air is drawn into the intake manifold past thehood or funnel 98 which is again positioned with respect to the exhaustmanifold 2| so that the air will be heated as it enters the intakemanifold. The operation of this device and the conditions under which itoperates are the same as described in connection with the othermodifications, but is illustrated for the main purpose of showing thatthe apparatus can be operated with a separate uid pressure source whichis preferably above atmospheric pressure, as well as by the vacuumconditions in the intake manifold. Here, again, the various valve areasand springs are proportioned with respect to the pressures involved andthe solenoid air gap is adjusted so that the device Will only operatewith the engine running above predetermined speeds and after thethrottle has been retarded.

Figure 11 shows a preferred form of the air inlet, or relief, valve 5|for operation by fluid pressures below atmospheric pressure. Conduit 52connects casing 48 with the intake manifold 23 and the junction ofconduit 52 and casing 48 is the outlet port 5| of the valve. A pipe 49connected eccentrically to the lower portion of the cylindrical body ofcasing 48 admits air into this casing through the holes 49', 49', whichholes constitute the air inlet ports of the valve. Within the casing 48is the plunger or piston 50 which has formed on the lower end thereof aconcentric extension in the form of a frustum of a cone, a given ringarea of which serves as the valve disc 5|. The space above plunger 50 isthe operating chamber 48 of the valve, this chamber being connected bypipe 53 with the operating means already described. In this Fig. 11 thearea 55 is the projected area of the conical surface between thecylindrical portion of plunger 50 at ring 55 and the valve ring 5I, saidprojection being on a plane at right angles to the axisof the plunger.Similarly area 5I is the plane area inside the valve ring 5I. Annulargrooves 50', 50' are cut into the cylindrical portion of the plunger 50to provide for the alternate CSi expansion and contraction of the airwhich passes from ther inlet ports 49', around the limited clearancebetween plunger U and casing 48 into chamber 48'. This alternateexpansion and contraction operates to reduce the leakage of air from theports 49 into the chamber 48'. The lower portion of casing 48 from theoutlet port 5I' to the lower edges of the inlet ports 49 is also formedas a smooth surface such as the frustum of a cone tapered downwardtowards the outlet port 5I.

The operation of this valve is as described on page 3, particularattention being drawn at this point only to the functions of ring 55 andthe conical surfaces of plunger 5U and casing 48. As plunger 50 andvalvev5| move downward towards the closed position in which valve 5Iseats on the outlet port 5 I said movement resulting from an increasedfluid pressure in chamber 48', the open area of inlet ports 49 isreduced as ring 55' and the cylindrical portion of plunger 50 move overthese ports. tion of the inlet port areas causes a progressive reductionin the pressures on areas 55 and 5l on the under side of the plunger, sothat the force cn these areas resisting the downward movement of theplunger is progressively reduced. The result is an accelerated downwardmovement of the plunger 50.

Also, as plunger 50 moves downward, its lower conical surface approachesthe lower surface of the casing 48, the result being a gradualcontraction of the smoothly converging passage for air between the openportion of the inlet ports 49 and the outlet port 5|' whichfurthenreduces the pressure on area 55 and thus further accelerates theclosing of valve 5|.

This accelerated closing of .valves 5I is very desirable in valveapplications of this kind, for these valves are often closed at enginespeeds only slightly above idling speed and while considerablequantities of atmospheric air are being drawn through the valves intothe intake mani.

fold, at which time atmospheric pressure operating to close the Valvesis only slightly higher than the pressure under the valves in the intakemanifold. A

It is pointed out that the poppet type of relief valve illustrated inthe drawings is not the only form of valve which may be used with thisinvention since those skilled in the art will appreciate that a slide,rotary slide, or rotary type of valve, as well as the piston type, maybe employed. It is also pointed out that the apparatus does notnecessarily depend upon the vacuum condition within the intake manifoldfor the connection thereof since some other vacuum source can beemployed, such as a vacuum pump driven by the engine.

From the above description it willvbe apparent that this inventionresides in certain principles of co-nstruction land operation which maybe readily embodied by those skilled in the art This progressive reducinmany other physical forms without departure therefrom. I do not,therefore, desire to be strictly limited to the disclosure as given forpurposes ofillustration but rather to the appended claims.

What I seek to secure by United States Letters Patent is:

1. 'I'he combination with an internal combustion engine having an intakemanifold, of a fuel throttle therefor, means for admitting air into theintake manifold and means connected to said throttle for operating saidfirst means when the throttle is vmoved towards its idling position fromany operating position and the engine is operating at speeds higher thanidling speed.

2. The comb-ination with an internal combustion engine having an intakemanifold and a carbureter connected thereto, of a valve in the intakemanifold, means influenced by the speed of the engine and the operationof the carbureter throttle for opening said valve and means operatedwith said throttle to actuate said first means when the carbureterthrottle is moved from any operating position towards or is at idlingposition and the engine is operating above the speed corresponding tothe throttle setting.

3. The combination with an internal combustion engine, an intakemanifold for the engine, a carbureter connected to said manifold andcarbureter control means, of means for admitting air into the intakemanifold controlled by the carbureter control means, the engine speed,and the temperature of the engine.

4. The combination with an internal combustion engine, an intakemanifold for the engine, a carbureter for supplying fuel to the engineand a control device for the carbureter of at least one fluid pressureoperated air supply valve connected to the manifold, means for supplyingfluid pressure to the valve to operate it, andv means controlled by thecarbureter control device and the engine speed for operating the iiuidsupply means to actuate the valve when the carbureter control means ispartially or wholly moved to idling position from any operating positionand the engine is operating above idling speed.

5. 'Ihe combination with an internal combustion engine, an intakemanifold for the engine, a carbureter and a control device therefor, offluid pressure operated means for admitting air directly into themanifold, and means including a thermostat subject to the temperature ofthe engine for actuating said-fluid pressure operated means when thecarbureter is operated partially or wholly to idling position and theengine is operating above idling speed.

6. The combination with an internal combustion engine, an intakemanifold for the engine, a carbureter and a control device therefor, ofiiuid pressure operated means for admitting air directly into themanifold, and means including a thermostat subject to the temperature ofthe engine for actuating said fluid pressure operated means when thecarbureter is operated partially or wholly to idling position and theengine is operating above idling speed, said last mentioned means beingoperatively connected to the carbureter control device.

'7. The combination with an internal combustion engine, an intakemanifold for the engine, a carbureter and a control device therefor, ofa fluid pressure operated valve for admitting air into the manifold,control means operated by the control device and an engine operatedgovernor controlled device cooperating with said control means foractuating said valve to open it if the engine is operating above idlingspeed and the carbureter control device is retarded'from any operatingposition to a position corresponding to a lower speed.

8. In a mechanism as described, an internal combustion engine, valvecontrolled means for supplying air to the engine cylinders,electromagnetic means for operating the valve, a circuit therefor and anengine operated governor for controlling said circuit whereby saidelectromagnetic means is only operated when the engine is operatingabove a -predetermined speed greater than that corresponding to the fuelsupply to the engine, and thermostatic means subject to the enginetemperature for finally completing said circuit when the enginetemperature reaches nor- 9. The combination with an internal combustionengine and an accelerator controlled carbureter therefor, of meansconnected to and controlled by the accelerator and the engine speed forintroducing air into the engine cylinders when the carbureter firstmoves toward or is in idling position from any to any operating positionand the engine is operating above a predetermined speed.

10. 'I'he combination with an internal combustion engine having intakevalves, a carbureter for said engine and carbureter control means, ofmeans for admitting air to the intake valves, controlled by thecarbureter control means, the enginespeed'and the engine temperature.

11. The combination with an internal combustion engine, an intakemanifold for the engine, a carbureter connected to said manifold andcarbureter control means, of means connected to and controlled by thecarbureter control means for admitting air into the intake manifold whenthe carbureter control means is initially retarded from any operatingposition and the engine is operating above a predetermined speed.

12. The combination with an internal combustion engine having an intakemanifold, a carbureter connected thereto and carbureter control means,of a plurality of valves in the intake manifold, and means influenced bythe speed of the engine and directly by the operation of the carburetercontrol means for opening said valves when the carbureter control meansis partially retarded from any operating position and the engine isoperating above idling speed.

13. 'I'he combination with an internal combustion engine having intakevalves, a carbureter for said engine and carbureter control means,

' of a plurality of valves operable to supply air to the intake valves,and electromagnetic means controlled by the engine speed and thecarbureter control means for opening said valves to admit air to theintake valves when the carbureter control means is rst retarded from anyoperating position and the engine is operating above idling speed.

14. Ihe combination with an internal combustion engine having intakevalves. a carbureter for said engine and carbureter control means, of atleast one uid pressure operated air sup- 'ply valve operable to supplyair to the intake valves, a source of iluid pressure, electromagneticmeans for controlling the supply of uid pressureL to the valve, andmeans subject to the speed of the engine and controlled by thecarbureter control means for operating the electromagnetic means when4the engine is operating above a predetermined speedvand thecarbureter'control isa,os5,775 p therefor, of fluid pressure operatedmeans for admitting air to the intake valves, and means including athermostat subject to the temperature of the engine for actuating saidfluid pressure operated means when the carbureter control means isretarded and the engine is operating above idling speed.

16. The combination with an internal combustion engine having intakevalves and a carbureter including a throttle for supplying fuel to theengine, of means for supplying heated air to the intake valves at atleast one point between the carbureter and said valves, and means fordelaying the admission of the air to the intake valves until after. theengine has obtained normal operating temperature.

17. The combination with an internal combustion engine having intakevalves, an intake manifold therefor, at least one iluid pressureoperated valve operable to admit air to the intake manifold, air inletports in said valve, an outlet port in said valve leading to the intakemanifold, an operating chamber for said valve, and means for reducingthe areas of said inlet ports as iiuid pressure in the operating chambermoves the valve towards the position in which it closes its outlet port,said valve being operationally iniiuenced by the operating pressuretherein, atmospheric pressure, and the pressure in the intake manifold.

18. 'I'he combination with an internal combustion engine having intakevalves, an intake manifold, a carbureter and a throttle therefor, of atleast one valve arranged to admit air at atmospheric pressure to theintake valves, said valve being operated by the pressure of theatmospheric and the uid pressure in the intake manifold, and means forcontrolling application of said intake manifold pressure to the valve byand in accordance with the engine speed and any retarding of thecarbureter throttle.

19. The combination with an internal combustion engine having an intakemanifold, a `carbureter and a throttle therefor, of at least one valvewith a plunger, a casing therefor and ports therein, said valve beingarranged to admit air at atmospheric pressure to the intake manifold,said valve being operated by the pressure of the atmospheric air and theuid pressure in the intake manifold, the shape of thevalve plunger andcasing being such that as the valve closes, converging surfaces areprovided between the air inlet ports and the restricting area betweenthe valve and-its seat, the application of intake manifold pressure to aportion of the valve being in- Auenced by the partial retarding`of thecarbureter throttle. A 20. 'I'he combination with an internal combustionengine having intake valves, an intake manifold, a carbureter and athrottle therefor, of at 1 least one valve with a plunger, a casingtherefor and ports therein, said valve being arranged to admit air atatmospheric pressure to the intake closes converging surfaces areprovided between the air inlet ports and the restricting area betweenthe valve and its'seat, the application of in- 21. The combination withthe intake manifold of an internal combustion engine having a porttherein, of a pressure fluid operated valve for opening and closing saidport, a pressure fluid supply connection from the intake manifold tosaid valve, and an electro-magnet valve in said connection, and meansfor operating the electromagnet valve when the engine throttle valvemoves toward retarded position.

22. The combination with an internal combustion engine having an intakemanifold and a fuel throttle therefor, of electro-magnetic means foradmitting air into the intake manifold, a manual for operating saidthrottle and connected thereto, a switch operated by said manual, acurrent source, and circuits including said source, switch and magnetvalve whereby the switch is closed upon reversal of movement of themanual from throttle advance to throttle retard from any position.

23. 'I'he combination with an internal combustion engine having anintake manifold and a fuel supply carbureter including a throttle, ofvalve means for supplying air into the intake manifold between theengine and the carbureter, means for operating the valve means to supplyair into the intake manifold when the carubreter throttle is retardedand the engine is operating above a predetermined speed, and means fordelaying the operation of said valve means until the engine has attainednormal operating temperature.

24. The combination with an internal combustion engine having. an intakemanifold and a fuel supply carbureter throttle, of pressure fluidoperated means for supplying air into said manifold, said means beingoperated by the conjoint action of the pressure in the manifold andatmospheric pressure, means for controlling the supply to and exhaustfrom said means of pressure fluid from the intake manifold, and meansfor operating said supply and exhaust means when the engine is operatingabove a predetermined speed and the carbureter throttle is retarded.

25. The combination with an internal combustion engine and an intakemanifold having a pori; therein, of a pressure iiuid operated valve foropening and closing said port, a pressure fluid comiection between theintake manifold and said valve to supply an operating pressure therefor,an electro-magnet valve in said connection for controlling the supply toand exhaust from the valve of pressure fluid, a current source, acircuit from said source to said electro-magnet, a carbureter operatingmanual, and a switch in said circuit connected to said manual forcompleting said circuit when said manual is initially moved from anyposition to a retard position.

26. The combination with an internal combustion engine and an intakemanifold having a port therein, of a pressure fluid operated valve foropening and closing said port, a pressure fluid connection between theintake manifold and said valve to supply an operating pressure therefor,an electro-magnet valve in said connection for controlling the supply toand exhaust from the valve of pressure fluid, a current source, acircuit from said source to said electro-magnet, a carbureter operatingmanual, a switch in said circuit connected to said manual for completingsaid circuit when said manual is initially moved from any position to aretard position, and means for interrupting said circuit when thepotential of said source falls below a predetermined value.

2'7. 'I'he combination with an internal combustion engine and an intakemanifold having a port therein, of a pressure fluid operated valve foropening and closing said port, a pressure iluid connection between theintake manifold and said valve to supply an operating pressure therefor,an electro-magnet valve in'said connection for controlling the supply toand exhaust from the valve of pressure fluid, a generator driven by saidengine and connected to said circuit, a throttle control manual, and aswitch in said circuit conneted to said manual whereby said switch isoperated to close said circuit when said manual is initially moved toretard from any position and said electro-magnet valve is operated toclose saidport when the engine speed and hence the gen erator potentialfalls below a predetermined value.

28. T he combination with an internal combustion engine for propelling avehicle, having intake valves, of a throttle for controlling the supplyof fuel to the engine, means for admitting air to said intake valves,and means operated with said throttle for actuating said first meanswhen the throttle is partially retarded from any operating position andthe engine is operating at greater than the speed corresponding to theretarded throttle position.

- JOHN H. VANDER VEER.

